Carburetor



Patented May 10, 1932 M31011 HALLORY, F TOLEDO, OHIO GABBURETOB Application filed November 4, 1929. Seria1'N0. 404,577.

1 As is well known in the art, engines that are particularly designed for high speed and which are referred to as high speed engines, require large manifolds and large valves with the result that knocking is invariably produced in such engines when running at low speed, because of the large cross-sectional area of the intake or the low manifold resistance. In internal combustion engines, generally, such as used in connection with 29 automobiles, trucks and the like, when running slowly, the-manifolds will deliver, upon opening the throttle, too'much air and gaso line, which raises the compression and pro duces knocking. This may be offset by car- 5 buretor adjustment for a definite speed, which produces a too rarefied mixture or too rich a mixture at other speeds. By my invention, the vacuous condition that draws the gasoline from the carburetor outlet, or nozzle, is regulated and the resistance to the air movement into the carburetor is correspondingly regulated, whereby the controlled fuel mixture is introduced into the engine at regulated rate with the result that undue rise in compression is prevented. The speed thus builds up more directly in accordance to the supply of the fuel and the quantity of the fuel mixture is regulated by the speed of the engine with the result that overcharging is entirely eliminated.

Theinvention may be contained in constructions of different forms and, to illustrate a practical a plication' of the invention, I have selecte a means for controlling the fuel mixture, that-is dependent for its action on the speed of the engine, as an example of such construction, and shall describe it hereinafter. The, structure "elected is shown in the accompanying drawings. 5 3 =-J','Fig. lis ia longitudinal section through a The valves 10 and 11 are secured in their adcarburetor to which my invention is applied. Fig. 2 illustrates a means for actuating parts of the carburetor shown in Fig. 1, according to the speed of the engine to which the carburetor is connected. Fig. 3 illustrates, in a diagrammatic way, the connection between the automatic speed regulator shown in Fig. 2, and the controlling part of the carburetor shown in Fig. 1. Fig. 4 is a fragmentary sectional view similar to Fig. 1, showing a change in the relative arrangement of the throttle and the outlet auxiliary valves;

The carburetor 1 is provided with the usual fuel outlet or nozzle 2 located in a suitable air passageway 3 that communicates with the intake manifold of the engine, in the manner well known in the art. The carburetor is provided with a suitable adjustable pin valve 4 for regulating the effective area of the outlet for-the gasoline. It also has the usual throttle valve 5 that is manually operated, as by alever 6, or other suitable means. The throttle 5 may be operated with a hand lever or accelerator pedal, in the manner well known in the art, to vary the supply of fuel to the engine and, consequently, tovary the speed of the engine or to suit the load.

The passageway 3 is provided with, a pair of butterfly valves 10 and 11 located at op posite sides of the noz'zle 2 and adjustably secured to the pins 12 which are rotatably supported in the wall of the carburetor. The valves '10 and 11 are operated by means of the arms 13 that are connected to the pins 12. The arms 13 are connected together by means of the link 14. Thus the arms 13 are moved together to move the valves 10 and 11 together. The valves 10 and 11 may be located in parallelrelation or one may be located in slightly advanced position relative to the other to vary the vacuous condition created in the part of the passageway in which the nozzle 2 is located and vary the restriction to the air flow into that part of the passageway. 9 justed positions to the pins'12 by means of the clamping parts 15 or by any suitable screw or other clamping-member. H v

The fuel nozzle 2 of the carburetor is located in the passageway 3 between the valves 10 and 11 and the throttle valve is located erated means may be used for controlling t e' valves 10 and 11. The speed controllin device is connected to one of the shafts o the engine, such as to the cam shaft, to produce movement of the valves 10 and 11 and changes in area of opening in proportion to the changes in speed of the engine. In the form ofconstruction. shown, a governor mechanism 19, of a suitable type, is connected by means of the'link 30 and the bell-crank lever 21. The governor mechanism is provided with the usual fixed collar 22 and the movable collar 23 located on the shaft 24, which is connected by the usual slip collar connection with the bell crank lever21. The shaft 24: is driven by the cam shaft 25 to which it is connected by means of the gear Wheels 26. The weights 27 of the governor are connectedto'the collars by the links 28 and the movement of the collar 23, induced by the weights '27, is increasingly resisted by the spring 29 located intermediate the collars. Thus, the valves 10 and 11 will be operated to vary the manifold resistance according to the engine speed and also to control the pressure around the nozzle to glve the proper ratio of air and gasoline for all operating conditions of the engine.

In the operation of my device, let 1t be presumed thatthe engine 15 running slowly, in which case the main control throttle 5 is only partly open and the auxiliary valves 10 and 11 are in their normal partially closed position, the speed of the engine. not being s'ufiicient to efiect the operation of the governor. This normal partially closed position of the auxiliary valves, for example, may be considered as substantiall that shown in Fig. 1. A sudden opening 0 the throttle valve 5,

-which is usually effected when a sudden accelerated speed is desired, will not efi'ecta sudden corresponding opening of the carburetor passageway to the engine, inasmuch as the auxiliary valves 10 and 11, which are disposed on op site sides of the fuel nozzle 2, remain in tieir partially closed position until the engine has acquired a speed sufficient to open such auxiliary valves through an operation of the overnor." It is thus apparent that the usua knockin ,occasioned by the sudden overcharging o the engine as the throttle valve is suddenly opened, will be prevented due to the auxiliary valves opening gradually as the speed of the engine increases and thereby controlling the charge enterin the cylinders. My device is also effective in preventing overchargingand consequent knocking of theengine when 0 ratmg under a. heavy-load at low spee in whichcase the throttle 5 is usually in wide open or fairly wide open position. In this case, until the en ine has acquired sufficient speed to act on the auxiliary valves 10 and 11 through the governor, the inrush of air through the manifold to the cylinders, which would otherwise be permitted when the throttle 5 is wide open, will be prevented. Furthermore, a more uniform condition is rovided at all times in the manifold aroun the fuel nozzle irrespective of the extent of openingof the valve 5. i

Overcharging of the engine upon a sudden opening of the throttle valve may be prevented by the use of a single auxiliary valve between the carburetor and the engine. It is more desirable, however, to provide the two auxiliary valves 10 and 11, one on each side of the carburetor, so thatunder all conditions the proper degree of vacuum inay be maintained in the region of the nozzle 2 and a fuel mixture of the proper proportions will be insured.

I also wish it understood that it is not important so far as the operation of the invention isconcerned whether the throttle valve 5 is between the auxiliary valve '10 and the fuel nozzle or on the opposite side of such auxiliary to the fuel nozzle. This arrangement is shown in Fig. 4, in which the throttle valve is' designated 5* and the auxiliary valve 10.- If desired, the .auxiliar valve or valves, as the case may be, may e manually controlled, but such a control is not as satisfactory as an automatic control wherein the action of the auxiliary valves is responsive to the .varying speeds of the engine.

I-wish it understood that my invention is not limited to any specific construction, arrangement or form ofparts,.as it is capable of numerous modifications and changes without departing from the spirit of the claims. .Having thus described myinvention, what I claim as new and desire to secure by U. S. Letters ,Patent is:

1. In a carburetor for an internal combustion engine, the carburetor having a passageway communicating at one end with the in- 1 take of the engine, the carburetor having a fuelinlet communicating with the passageway and an air inlet for said passageway on.

the side of the fuel inletopposite to the point of connection of the carburetor with the intake of the engine, a valve for closing the said passageway and interposed between the air 1nlet and the fuel inlet, a second valve for closing the passageway interposed between the fuel inletandthe intake of the engine, a.

throttle valve for closing the assagewa and interposed between the fue inlet an second named valve, means for automatically operating the first and second named valves according to the speed of the engine, and

means for manually operating the throttle valve.

2. In a carburetor for an internal combustion. engine, an intake passageway leading to the engine, a gasoline inlet to said passageway, a throttle valve in the passageway, and two auxiliary valves at opposite sides of the gasoline inlet operable inde endently of the throttle valve to control t e admission of fuel mixture to the engine to prevent the en- 'ne from overcharging upon a sudden openmg of the throttle valve at low speeds.

3. In combination with an internal combustion engine, an intake passageway for the engine, a carburetor having a fuel nozzle opening into said passageway, a throttle valve in said passageway, auxiliary valves disposed in said passageway at opposite sides of the fuel nozzle and connected to operate in unison and normally standing in 'partially open position when the engine isrunning at low speed, and speed controlled means automatically operable toincrease the opening of the auxlliary valves upon a predetermmed increase in the speed of the" I engine. I

I signed my name 4. In combination with an internal combustion engine, an intake passageway there; for, a carburetor associated with said passageway and having a fuel'nozzle opening thereinto, a throttle valve in said passageway, auxiliary valves in said passageway operable independently of the throttle valve and normally standing at predetermined partially open positions, and-means includmg a governor actuated bya running of the engine to begin to open the auxiliary valves when the engine has acquired a predetermined speed and to increase such 0 ening.

with the increase of the engine spee 5. In combination with an internal combustion engine, an intake passageway for the engine, a fuel inlet for said passageway, a

throttle valve in said passageway, a pair of auxiliary valves disposed in said passageway, one at each side of the fuel inlet, and means connecting said auxiliar valves for simultaneous operation to partia ly close said passageway at both sides of the fuel inlet or to increase the opening thereof according to the speed of the en 'ne.

In testimony w ereof I have hereunto to this s ification.

MARI N MALLORY.

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